US11600076B2 - Detection of a hazardous situation in road traffic - Google Patents

Detection of a hazardous situation in road traffic Download PDF

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US11600076B2
US11600076B2 US16/071,805 US201716071805A US11600076B2 US 11600076 B2 US11600076 B2 US 11600076B2 US 201716071805 A US201716071805 A US 201716071805A US 11600076 B2 US11600076 B2 US 11600076B2
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trigger
motor vehicle
information
hazardous
surroundings
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US20190205669A1 (en
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Harald Altinger
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Audi AG
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Audi AG
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/58—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/58—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
    • G06V20/584—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads of vehicle lights or traffic lights
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/09623—Systems involving the acquisition of information from passive traffic signs by means mounted on the vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/164—Centralised systems, e.g. external to vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9316—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles combined with communication equipment with other vehicles or with base stations

Definitions

  • This disclosure relates to a method for detecting a hazardous situation in road traffic, wherein visible surroundings of a motor vehicle are scanned by way of at least one surroundings monitoring sensor for the presence of a trigger.
  • Vehicles that have broken down or are involved in an accident can block lanes of roads and thus represent a hazard for following traffic. While most highways have breakdown lanes, such a broken-down vehicle can nonetheless impair the flow of traffic.
  • Driver assistance systems are known from the prior art for reducing the hazard. It is proposed in DE 10 2008 043 761 A1, for example, to adapt a driver assistance system based on pieces of traffic sign information. It is proposed to prepare a hard brake as soon as a warning triangle is identified on the roadside. Likewise, a warning can be provided to the driver. However, this principle may fail due to the fact that warning triangles are often not placed at a sufficient distance from the hazardous area. Accordingly, it may be too late to avoid an impending accident despite an adapted driver assistance system. Moreover, a vehicle must comprise such an assistance system to ensure appropriate protection, which is technologically precluded, in particular, in older vehicles.
  • TMC Traffic Message Channel
  • a warning triangle for a vehicle is proposed in DE 10 2010 053 155 A1, wherein the warning triangle comprises a transmitter for wirelessly transmitting data to a receiver.
  • the warning triangle can then be used to notify motor vehicles approaching the warning triangle.
  • the warning triangle transmits its own GPS position.
  • the disadvantage of such a system is, in particular, the fact that individuals frequently forget to set up a warning triangle. Likewise, individuals often forget to remove a set-up warning triangle again. The information is consequently not absolutely reliable.
  • this method provides only information about the position of the warning triangle itself, but not about the position of the broken-down vehicle or the hazardous area. It is also not possible to classify the hazardous situation.
  • FIG. 1 illustrates a schematic representation of a traffic situation including a trigger and a subsequent hazardous situation, according to some embodiments.
  • FIG. 2 illustrates a schematic representation of a further traffic situation including a trigger in a hazardous situation, according to some embodiments.
  • FIG. 3 illustrates an exemplary flow chart of a disclosed method, according to some embodiments.
  • a search for hazardous objects may take place by way of the at least one surroundings monitoring sensor, and that, upon detection of a hazardous object, object-specific data regarding the hazardous object may be collected.
  • the object-specific data of the at least one detected hazardous object can comprise pieces of position information and/or pieces of classification information and/or pieces of geometry information and/or pieces of color information and/or pieces of texture information and/or pieces of dynamics information about the at least one hazardous object.
  • the compilation of the above-mentioned pieces of information can be advantageous for classifying a hazardous situation for other road users with high quality.
  • the position information in particular as it relates to the hazardous object itself, and not the trigger or the motor vehicle identifying the situation, is highly relevant, in particular in blind hazard locations.
  • Known devices and methods can be used for this purpose. Pieces of geometry information, pieces of color information and pieces of texture information of an identified hazardous object can be helpful for further grading. It can furthermore be advantageous to record pieces of dynamics information about the known hazardous objects. These may be movement or acceleration vectors, for example.
  • the pieces of position information can be determined, on the one hand, from a global motor vehicle position and, on the other hand, from data of at least one distance sensor with respect to a relative distance between the one or more hazardous objects and the motor vehicle.
  • a global position shall be understood to mean a description of the location of a point on the earth, for example in the form of geographic coordinates.
  • the position information of a hazardous object can be an important piece of information.
  • the position determination should therefore take place in an accordingly exact manner.
  • the absolute position of the motor vehicle identifying the hazardous object can be merged with sensor data of a distance sensor of this motor vehicle.
  • the sensor can preferably be an existing sensor of an adaptive cruise control (ACC) system.
  • ACC adaptive cruise control
  • the position of an identified hazardous object can thus be ascertained as an individual global position. It is also possible to use a camera system, a laser system, an ultrasonic system or another system that appears to be suitable so as to ascertain the relative position of the hazardous object.
  • the global motor vehicle position can be determined by way of the global positioning system (GPS).
  • GPS global positioning system
  • the position determination can take place by way of a differential GPS or a similar system for improving a conventional GPS method.
  • the use of further satellite navigation systems, such as GLONASS, Galileo, Beidou or the Indian Regional Navigation Satellite System is also possible.
  • the road traffic-relevant data can contain pieces of traffic dynamics information. For example, information as to the speed at which traffic is moving around a hazardous situation may be ascertained. Furthermore, pieces of driving lane information can be recorded. In particular, the number and allocation of the lanes of the road and the position of a hazardous object relative to the driving lanes can represent a piece of relevant information for a roadside assistance service, for example. Further road traffic-relevant data can include pieces of weather information or pieces of road soiling information. For example, it can be detected whether, as a result of an accident, a liquid, such as oil or the like, impairs the roadway.
  • a warning triangle and/or a reflective vest and/or a visual special-purpose signal of an emergency vehicle may be used as the trigger.
  • the use of the above-mentioned triggers can be advantageous because these can be reliably identified using simple means and a simple sensor system.
  • warning triangles and reflective vests have good reflection properties.
  • This can also make the use of a simple mono front camera for identification purposes possible, including at night.
  • any other form of visual or other identification of such a trigger can also be used.
  • a stereo camera or a night vision camera can be used to identify the trigger.
  • an existing system for traffic sign monitoring Visual special-purpose signals of emergency vehicles are also easy to detect because these are usually strong light signals in specific colors of light. It is also conceivable, of course, to use an acoustic special-purpose signal, for example an emergency siren, as the trigger.
  • the trigger or triggers to be used may be stored on a closed-loop and/or open-loop control unit or the like in the motor vehicle.
  • the trigger or triggers may be provided by a receiver that is independent of the motor vehicle.
  • a receiver can preferably be a TMC center or a roadside assistance service, a government agency or other road users.
  • the trigger or triggers to be used may be obtained from an Internet database, such as a so-called cloud.
  • the trigger or triggers can be established in a flexible manner by a driver of the motor vehicle.
  • the triggers can be established by a TMC center and/or a roadside assistance service and/or a government agency and/or further receivers.
  • the trigger or triggers may also be defined in a standard.
  • a broken-down vehicle and/or an emergency vehicle and/or a person and/or debris may be defined as the hazardous object.
  • the hazardous object may be defined as the hazardous object.
  • other hazardous objects that are of relevance for road traffic are also conceivable.
  • animals or transported cargo can be classified as hazardous objects.
  • a camera system or a night vision system or devices of an adaptive cruise control system may be used as the surroundings monitoring sensor.
  • this list shall not be considered to be exhaustive.
  • a night vision camera or an infrared camera can be used to detect persons. In this way, a heat signature can be used to infer a person or an animal.
  • radar systems and LIDAR systems It is also possible to use radar systems and LIDAR systems.
  • a hazardous object for example a broken-down vehicle, or a trigger, for example, a warning triangle, outputs a visual signal, an acoustic signal or a radio signal.
  • an appropriately suitable sensor system of the motor vehicle for example, an infrared detector, a microphone or a radio receiver, for identifying such a signal.
  • the communication device may transmit the recorded data regarding the surroundings of the motor vehicle to a TMC center and/or a database of a roadside assistance service and/or a government agency and/or other road users.
  • a TMC center can evaluate these pieces of information and relay these to the other road users.
  • the use of a vehicle-to-vehicle network, for example, based on Car2X technology, preferably according to the IEEE 802.11p standard, would likewise be conceivable.
  • the evaluation and transmission of the data to other road users can also be carried out by a government agency or another central agency.
  • informing a roadside assistance service via a central database of a roadside assistance service company can be advantageous.
  • roadside assistance services are able to compare their jobs with the database and thereby use the exact position of the broken-down vehicle for their planning. Furthermore, it would be possible to automatically send a roadside assistance service to the broken-down vehicle. It is also possible, of course, to transmit the pieces of information to a receiving agency of an automobile association or a commercially managed facility.
  • the collected data regarding the surroundings of the motor vehicle may be transmitted to a receiver upon detection of the trigger without being processed.
  • An evaluation of this data which can also include raw sensor data, can take place, for example, using computing capacities of the receiving agency or the receiving agencies.
  • the approach of cloud computing may be used so as to save computing capacity in the motor vehicle.
  • the collected data regarding the surroundings of the motor vehicle may be at least partially evaluated upon detection of the trigger.
  • specific pieces of information regarding the hazardous situation for example, the type of broken-down vehicle, the number of involved persons, positions of hazardous objects and pieces of driving lane information, can then be transmitted.
  • This disclosure also relates to a computer program, comprising program code, to carry out a method when the program is executed on a microprocessor of a computer, and in particular on an electronic closed-loop and/or open-loop control unit of a motor vehicle.
  • a software solution in the form of an implementation on an existing closed-loop and/or open-loop control unit of a motor vehicle may be advantageous. Because it may already suffice to utilize an existing sensor system and further devices of the motor vehicle to carry out the method, this solution may be economically favorable, because only one program code has to be developed and executed on an appropriate device.
  • This disclosure also relates to a device for a motor vehicle for carrying out the method, comprising at least one surroundings monitoring sensor for identifying a trigger and for detecting a hazardous object, at least one means for determining a global motor vehicle position, a communication device for transmitting a detected hazardous situation to at least one receiver that is independent of the motor vehicle, and an electronic closed-loop and/or open-loop control unit, which is designed to evaluate data and/or to activate the communication device.
  • the surroundings monitoring sensor system can, of course, also be used to record road traffic-relevant data, such as the above-described pieces of traffic dynamics information and/or pieces of driving lane information and/or pieces of weather information.
  • FIG. 1 shows a schematic representation of a traffic situation including a trigger and a subsequent hazardous situation, according to some embodiments
  • FIG. 2 shows a schematic representation of a further traffic situation including a trigger in a hazardous situation, according to some embodiments.
  • FIG. 3 shows an exemplary flow chart of a method, according to some embodiments.
  • FIG. 1 shows an exemplary traffic situation on a two-lane road 1 including a breakdown lane 2 .
  • the visible surroundings 3 of a motor vehicle 4 are scanned for the presence of a trigger, such as a warning triangle 6 , by way of an optical surroundings monitoring sensor 5 assigned to the motor vehicle 4 .
  • the motor vehicle 4 shown in FIG. 1 detects a warning triangle 6 in the breakdown lane 2 .
  • the motor vehicle 4 collects data regarding the surroundings 3 of the motor vehicle 4 by way of at least one surroundings monitoring sensor 5 within a trigger-specific radius 7 .
  • the trigger-specific radius 7 can include a range between 1 m and 2000 m, preferably between 5 m and 1000 m, and most particularly preferably between 10 m and 500 m.
  • a trigger-specific radius 7 for a warning triangle 6 can encompass a range of up to 1000 m, for example, because it is stipulated in Germany, for example, to position a warning triangle 6 on highways at a distance of at least 150 m to 400 m from a hazardous situation 8 , and sufficiently far in front of a curve or a hilltop.
  • An appropriately large trigger-specific radius 7 should be considered for monitoring the surroundings 3 upon detection of the warning triangle 6 .
  • a larger trigger-specific radius 7 would also be conceivable.
  • a trigger such as an emergency vehicle 12 or a reflective vest, is located directly at the hazardous situation 8 . Accordingly, monitoring for hazardous objects, such as a broken-down vehicle 9 , two persons 10 , the emergency vehicle 12 , and a wheel 13 , for example, should also be started as close to the identified trigger as possible.
  • the trigger-specific radius 7 shown in FIG. 1 is illustrated in an excessively shortened manner and should therefore be understood to be purely schematic.
  • the motor vehicle 4 can transmit the collected data to independent receivers (not shown) via a communication device 11 .
  • the collected data can be pieces of position information regarding the warning triangle 6 , the broken-down vehicle 9 and the persons 10 , for example. It is furthermore possible to transmit the nature of the respective hazardous objects, namely the broken-down vehicle 9 , the two persons 10 , and the like. Other pieces of information can also be transmitted, of course.
  • FIG. 2 shows a further exemplary traffic situation.
  • the trigger in this situation is a visual special-purpose signal of an emergency vehicle 12 , wherein the emergency vehicle 12 is also to be classified as a hazardous object.
  • debris present in the right driving lane such as the wheel 13 , can also be identified as a hazardous object.
  • the trigger at the same time is a hazardous object, the broken-down vehicle 9 , the two persons 10 , the emergency vehicle 12 , or the wheel 13 .
  • the global positions P 1 , P 2 , P 3 , P 4 , P 5 in which the identified hazardous objects, the broken-down vehicle 9 , the two persons 10 , the emergency vehicle 12 , and the wheel 13 , are located is a piece of relevant information.
  • the global position P 0 of the identifying motor vehicle 4 which is frequently known due to the use of GPS, may be used as a basis for determining the global positions P 1 , P 2 , P 3 , P 4 , P 5 .
  • GPS any arbitrary global navigation satellite system (GNSS) can be used, of course.
  • this starting position P 0 With distance data dl of at least one distance sensor (not shown) assigned to the motor vehicle 4 with respect to a relative distance between the hazardous objects, the broken-down vehicle 9 , the two persons 10 , the emergency vehicle 12 , and the wheel 13 , and the motor vehicle 4 , it is possible to determine the individual global positions P 1 , P 2 , P 3 , P 4 , P 5 of the identified hazardous objects, the broken-down vehicle 9 , the two persons 10 , the emergency vehicle 12 , and the wheel 13 .
  • distance data dl of at least one distance sensor assigned to the motor vehicle 4
  • the global position P 1 for example in the form of geographic coordinates, of the emergency vehicle 12 is determined based on the relative distance dl between the emergency vehicle 12 and the motor vehicle 4 and the global position P 0 , for example in the form of geographic coordinates, of the motor vehicle 4 .
  • a distance sensor or another device of an existing adaptive cruise control system of the motor vehicle 4 can be used, which determines the relative distance dl between the identifying motor vehicle 4 and the identified emergency vehicle 12 .
  • Pieces of information can subsequently be transmitted to a database of a roadside assistance service, a TMC center, a government agency, or other road users.
  • FIG. 3 shows an exemplary flow chart.
  • the sequence could be carried out, for example, in the form of a computer program using program code means on a microprocessor of a computer, and in particular on an electronic closed-loop and/or open-loop control unit of the motor vehicle 4 .
  • a basic state A the visible surroundings 3 of the motor vehicle 4 are scanned by way of at least one surroundings monitoring sensor 5 at regular intervals for the presence of a trigger, such as the warning triangle 6 . This is repeated until a trigger has been identified.
  • a trigger such as the warning triangle 6
  • a switch into a data recoding state B is made.
  • data regarding the surroundings 3 of the motor vehicle 4 is collected in this state.
  • road traffic-relevant data such as pieces of driving lane information, pieces of weather information or pieces of traffic dynamics information, can be compiled in this way.
  • at least one surroundings monitoring sensor 5 of the motor vehicle 4 searches for one or more hazardous objects, such as the broken-down vehicle 9 , the two persons 10 , the emergency vehicle 12 , and the wheel 13 . This is repeated until a hazardous object has been identified.
  • a switch into a state for recording object-specific data C is made. After the object-specific data has been recorded, a switch occurs back into the data recording state B.
  • the data recording state B is maintained as long as the motor vehicle 4 is located in a trigger-specific radius 7 .
  • the motor vehicle 4 having left the radius may be determined by a driven distance proceeding from the trigger (for example, the warning triangle 6 ) in the driving direction or in the direction of the course of the road, or a predefined time period.
  • a switch into an evaluation state D may occur. If it is identified in this state that the identified situation is not relevant to a hazardous situation 8 for road traffic, for example, because a “forgotten” warning triangle 6 was identified, it is possible to switch back into the basic state A, without carrying out any further action.
  • a switch into the communication state E can be made upon detection of a relevant hazardous situation 8 .
  • the ascertained data regarding the hazardous situation 8 is transmitted. This may be raw sensor data, preliminarily evaluated data, or fully evaluated data regarding the hazardous situation 8 . After the data has been transmitted to a location that is independent of the motor vehicle 4 , a switch back into the basic state A may take place.
  • an evaluation of data according to the evaluation state D is not absolutely necessary.
  • the evaluation state D may also be skipped, wherein a direct switch from the data recording state B into the communication state E may occur.
  • raw sensor data can be transmitted to an external computing center, wherein the external computing center evaluates the raw data and, where necessary, informs a further facility, for example a TMC center, about an identified hazardous situation 8 .
US16/071,805 2016-01-23 2017-01-16 Detection of a hazardous situation in road traffic Active 2038-02-19 US11600076B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102016000723.0A DE102016000723A1 (de) 2016-01-23 2016-01-23 Erfassung einer Gefahrensituation im Straßenverkehr
DE102016000723.0 2016-01-23
PCT/EP2017/050751 WO2017125332A2 (de) 2016-01-23 2017-01-16 ERFASSUNG EINER GEFAHRENSITUATION IM STRAßENVERKEHR

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US11600076B2 true US11600076B2 (en) 2023-03-07

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US (1) US11600076B2 (de)
EP (1) EP3405939A2 (de)
CN (1) CN108701416A (de)
DE (1) DE102016000723A1 (de)
WO (1) WO2017125332A2 (de)

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US11520460B1 (en) * 2017-02-06 2022-12-06 United Services Automobile Association (Usaa) System on board an on-road vehicle for identifying, tagging and reporting hazardous drivers in the vicinity of a host vehicle
DE102019135405B3 (de) * 2019-12-20 2021-01-21 Audi Ag Verfahren zum Betrieb eines abstandsmessenden Umgebungssensors eines Kraftfahrzeugs und Kraftfahrzeug
SE544728C2 (en) * 2021-02-19 2022-10-25 Scania Cv Ab Method and control arrangement for estimating relevance of location-based information of another vehicle

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WO2017125332A2 (de) 2017-07-27
US20190205669A1 (en) 2019-07-04

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